Railway-traffic-controlling apparatus



L... o. GRONDAHL RAILWA Y TRAFFIC CONTROLLING APPARATUS April 20 1926.

Filed Sept. 5.

1925 4 Sheets-Sheet 1 C'dnfra/Ied by fr-affic sand/Hans in drama.

przsaunz reduced,

INVENTOR:

Q'z'm M ATTORNEY April 20, 1926. 3,581,113

L O. GRONDAHL RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Sept. 5. 1923 4 Sheets-Sheet 2 INVENTOR; 'EfiQ. W

BY Q- Z M ATTORNEY April 20-, 1926.

."o. GR ONDAHL RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Sept. 5. 1923 4 Sheets-Sheet 5 III a o I n s a u a n a 4 6% W M 0 A 4 N 1 0/. a 9 3 m z B 5 M l 2 9mm F I m m m o m I .u 4 m u 1/; =5. w u S 39 M3 8\M2o 8 3 7 II P v 7 n n I 2. n a Q N 5 g i 2 m 9 r INVENTOR April 20, 1926.

L. GRONDAHL R AILWAY TRAFFIC CONTROLLING APPARATUS 4 Sheets-Sheet 4 a/v'ven by axle of/ra/n Filed Sept. 5. 1923 INVENTOR I i (Q Patented Apr. 20, 1926.

UNITED STATES 1,56%113 PTENT FEFEQE.

LABS 0. GRONDAHL, OF PITTSBURGH, PENNSYLVANIA, ASSIGNQB TO THE UNION SWITCH 8a SIGNAL COMPANY, OF SWISEVALE, PENNSYLVANIA, A CGBPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING- APPARATUS.

Application filed September 5, 1923.

To all whom it may concern:

Be it known that I, LABS O. GRONDAHL, a citizen of the United States, residing at Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Railway-Trafiic-Controlling Apparatus, of which the following is a specification.

My invention relates to railway traffic controlling apparatus, and particularly to apparatus of the type comprising governing mechanism controlled in part by speed responsive means on the train.

I will describe several forms of railway traffic controlling apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view showing one form of railway traflic controlling apparatus embodying my invention. Fig. 2 is a fragmental view showing in vertical longitudlnal section one form of speed responsive device suitable for co-operation with the apparatus shown in Fig. 1 and also embodying my invention. Figs. 3, 4, 5, 6, and 7 are views, partly diagrammatic, showing modifications of the apparatus shown in Figs. 1 and 2 and also embodying my invention.

Similar reference characters refer to similar parts in each of the several views.

Referring first to Fig. 1, the reference character 1 designates a three-way valve carried on a train and controlled by means responsive to traffic conditions in advance. These means are not essential to the complete disclosure of my present invention and are omitted from the drawing for the sake of simplicity. It is sufficient to say that when traflic conditions in advance of the train are safe, thus permitting high speed, the valve 1 connects pipe 2 with pipe 4; when traffic conditions in advance re quire caution or medium speed, the valve 1 connects pipe 2 with pipe 5; and when traflic conditions in'advance of the train are dangerous, thus requiring a safe low speed, the valve 1 connects pipe 2 with pipe 3. The brakes of the train are controlled by the fluid pressure in pipe 2 in such a way that if this pressure is reduced by any means, such for instance as opening this pipe to atmosphere, the brakes on the train are applied.

Serial No. 661,036.

The pi e 5 is provided with a medium speed va ve device C which comprises a chamber 6 having a port provided with a valve 7 The valve 7 is biased by gravity to a position in which the valve is open,to atmosphere. The stem 7 of valve C is of magnetic material and is provided with a winding 9 which when energized serves to move the stem 7 to its upper position, thus closing the valve. A similar low speed valve D is provided for the pipe 3, and another similar high speed valve E is provided for pipe 4. The supply of current to the windings of these valves is controlled in part by a speed responsive device on the train.

One form of speed responsive device X suitable for this purpose is illustrated in cross section in Fig. 2 and is particularly illustrated in developed form in Fig. 1. This device comprises an induction motor R associated with one of the axles A of the train, preferably one of the pony trucks on the locomotive. lhe rotor of this motor may be of the squirrel cage type, or may be simply a cylindrical member of copper or aluminum Fastened to the journal box by bolts 46 is a supporting ring 44: provided with non-friction bearings 43 on its inside surface. Supported in these hearings and extending over the rotor 40 is a stator frame 42 having a field winding 41 which surrounds the rotor 40 and is constantly supplied with direct current from a suitable source such as the headlight generator 25 of the locomotive as shown in Fig. 1. Interposed between the axle A of the locomotive and the internal surface of the stator frame 42 are two concentric helical springs 49 and 50. Each of these springs has one end fastened to the journal box 45 and the other to the stator 42 These springs are oppositely wound and normally bias the stator to a central position. When the axle A is caused to rotate by the wheel 47, the rotor 40, moving in the magnetic field created by the winding 41, tends to rotate the stator 42 away from this central position in one direction or the other, depending on the direction of rotation of the axle A, against the biasing force exerted by the springs 49 and 50. A series of contacts 26 is arranged around the periphery of the stator frame and these contacts are so dis- -magnets 27 as shown in Fig. 1.

posed with respect to a stationary brusho 24 supported on ring 14 that only one of the contacts engages the brush at any one time. These contacts are illustrated in de veloped' form in 1. Since the angular displacement of the stator increases with increase in the speed of the axle A it follows that in either direction there is one and only one position of the stator i2 with respect to the journal box 45 for any given speed of the locomotive. Therefore each of the contacts 26 represents a different speed of the locomotive and may be arranged to indicate this speed in the cab by means of Each of these magnets is connected in series with the headlightgenerator 25, one of the contacts 2A-26 and wires 87, 88 and 89. The circuit is closed. through any given magnet 27 only when its associated contact 26- is closed. These magnets may be arranged to operate a needle which operates over a fixed scale to indicate the speed, or they may be used to reveal numbers indicating: the actual speed asv shown in Fig. 1 at 27 The supporting ring 44 in Fig. 2 is provided also with four additional brushes 21, 22,23 and 91, which engage one or the other of twov irregular shaped contact segments 19 and 20, illustrated in developed form; in Fig. 1, depending onthe direction of rotationof the axle A. These segments 19 and 20 are fixed to the stator frame 4-2. When the axle is at rest these brushes do not engage either contact segment but rest on an insulated segment 19 located between them. Assume that the direction oitrotation of the axle A is such as to move the contacts 19 and 20, Fig. 1, toward the left. As the speed of the. train reaches 5 miles per hour all'four of'these brushes engage segment 20. Then as the sp'eed'oi' the train exceeds some low speed, as 15 miles per hour, contact 21'2O is opened, the brush 21 no longer rests on the contact 20. In a similar manner it the speed of the train exceeds some intermediate speed, as 35 miles per iour, the contact 2220 is opened, while it the train eX- ceeds some high speed, as miles per hour, contact 2820 is opened. The contact 91'20 remains. closed at all train speeds. The contact 19 iselectrically connected with contact. 20, by means of a wire 92 For movement in the direction corresponding to displacement of these contacts toward the right as seen in Fig. 1, contact 19 cooperates with brushes 21, 22, 23 and 90 in a manner similar to that described for contact 20.

The three contacts 2120, 22-20, and 2320' control the valves C, D and E as follows:

The winding 9 of medium speed valve 0 is provided.v with a circuit which passes from the upper terminal of the headlight generator 25 through wires 28 and 29, winding 9 13 valve G, wires 30 and 32, contact 22-20,

and wires 90 and 88 back to the lower terminal of the generator 25. This circuit is closed of course only when the speed of the train is below 35 miles per hour. The winding of the low speed valve 1) is provided with a circuit which passes from the upper terminal or" generator 25 through wires 28, 40, and 35, winding 9 of valve D, wires 36 and 38, contact 21 20, and wires 90, and 88, back to the lower terminal of the gen erator 25. This circuit is closed only when the speed of the train is below 15 miles per hour. The windin 01" the high speed valve E is provided with a circuit which passes from the upper terminal of the generator 25 through wires 28, 10, and 3a,.winding 9 on valve E, wires 33 and 33, contact 2320, and wires 90 and 88, back to the lower terminal of the generator 25. This circuit is closed only when the speed of the train is below 6 miles per hour. As shown in the drawing the position of the valve 1 cor responds to safe traiiic conditions in. advance, that is a. high peed is permissible, but the speed of the n is only 25 mil s per hour. In this case the brake pipe 2 is connected to the pipe 4 and the valve E, but the winding 9 on valve E is energized so no brake application will occur till the contact 23-20 is opened, that is, till the train accelerates to (55 miles per hour.

It is clear that when the train stops, since the brushes 21, 22, 23 and 91 will not bear on either of the segments 19 or 20, a brake application will result, and so in the absence of any auxiliary means, the train could not start. This is undesirable and to allow the train to start under proper traiiic restrictions I provide a manually operable auxiliary key 13 having a spring contact 15 which coacts with three fixed contacts 16, 17 and 18. Ti -hen these contacts are closed they provide branches around the contacts 21-20, 2220, and 232.0 in the circuits for valve magnets 9, thus energizing the three valve magnets C, D and E irrespective of the position of segment 20.. Contact 1518 closes the circuit from wire 30 to segment 20 by means of wires 39 and 92. Contact 1517 closes the circuit from wire 36 to segment 20 by means oi wires 37' and 92. Contact 1516 closes the circuitfrom wire 38 to segment 20 by means of wires 31 and 92. The key 13 is biased to the position shown in the drawing by means of gravity acting on the weight 1 1-. In this position the contacts on this hey are open. A. latch 12 is provided which at times holds the key in its closed position. The latch is of paramagnetic material and is provided with a coil 10. This coil is provided with a circuit which passes from the upper terminal of generator 25 through wire 28, coil 10, wire 93, contact 9120, and wires 90 and 88, bacl: to the lower terminal of the generator 25. This circuit isclosed for all speeds of the train above 5 miles per hour. The latch 12 is biased by gravity to such position that it engages the key 13, but is raised from this position by the coil 10 when the circuit just traced is closed. Thus the engineman may close key 13 and latch 12 will hold it in this position and allow him to start the train. As soon as the speed of the train exceeds 5 miles per hour the coil 10 is energized and pulls latch 12 out of engagement with key 13. The contacts operated by this key are immediately oaened, but the valves are now energized through their respective brushes on segment 20 so no brake application will be made till the train exceeds the speed allowed under the traflic conditions then existing.

If for any reason the speed responsive device in Fig. 2 fails to function, as for e:-;ample a failure in the supply of energy to the winding 41, the springs l9 and 50 will im mediately move stator 12 to its central position wherein the brushes 21, 22, 91 and 23 will rest on the insulation 19 thus breaking the valve circuit and causing an application of the brakes. Under this condition the train may proceed if the engineman holds the key 13 closed.

The operation of the apparatus is as follows:

Assume a train provided with my invention to be at rest. The stator 42 of induction motor R will be in its intermediate position and brushes 21, 22, 23, and 91 will bear upon the insulated contact strip 19 and since the circuits for valves C, D and E are then interrupted, these valves will be open and the brakes will be applied. Brush 2% will bear on that contact 26 which is arranged to indicate zero speed. If the engineman wishes to start the train he may do so by closing the auxiliary key 13. The key will be restrained in the closed position by the latch 12 and in this position the circuits for the valves C, D and E will be complete, these valves will be closed and the brakes may consequently be released, allowing the train to move. As the speed of the train increases the speed responsive device X moves the contacts 19 and 20 to the right or left, depending on the direction in which the train is moving. As the train attains a speed of 5 miles per hour the brushes 21, 22, 23 and 91 engage one or the other of the two segments 19 or 20 as hereinbefore described. Assuming the direction of motion of the train to be such as to cause engagement of segment 20 with brushes 21, 22, 23 and 91, the closing of contact 912O energizes the coil 10, drawing the latch 12 out of engagement with the key 13 which then opens, but the valves C, D and E are now energized through their respective contacts 21, 22 and 23 so they do not open. If the speed of the train exceeds 15 miles per hour valve D will open because brush 21 no longer engages contact segment 20. In this case the brakes will be applied only if valve 1 is in such position as to connect pipe 2 with pipe 3. As the train speed exceeds 35 miles per hour valve C will open because brush 22 no longer engages segment 20 and the brakes will be applied if valve 1 is in such a position as to connect pipe 2 with pipe 5. Similarly if the speed of the train exceeds 65 miles per hour valve E will be opened by the breaking of contact 2023 and the brakes applied if the valve 1 is, as shown in the drawings, in such a position as to connect pipe 2 with pipe 4. As the train speed increases brush 2a bears consecutively on one after another of the contacts 26, thus completing in turn the circuits for the associated magnets 27, thereby disclosing numbers which indicate the speed of the train.

In Fig. 3, I show an alternative form of speed responsive device which may be used with the apparatus shown in Fig. 1. In this form the speed responsive device X is mounted on an auxiliary shaft B instead of on the axle A. One advantage of this arrangement is the elimination of valve control contacts beneath the locomotive. This auxiliary shaft B is driven by a direct cur rent motor 52 which is so controlled that for any speed of axle A there is a definite corresponding speed taken by shaft B. This i accomplished as follows: The shaft B is provided WlLh a centrifugal device G which comprises two weights 53 that are caused to rotate about the axle B by means of link work 5& attached to a collar 56 which in turn is rigidly attached to this shaft. The can trifugal force so generated tends to move another collar to the left with respect to the shaft B against the biasing force eX erted by a spring 9 1-. The shaft B is also provided with a cylinder I having a conductor ring 57 long enough to permit several brushes to bear thereon. This cylinder also has an insulated bearing surface 58 of practically the same length as the conducting ring 57. This cylinder is shifted longitudinally on shaft B by collar 55 of centrifugal device G. The axle A is provided with a centrifugal device H, similar in all respects to the device G, and a movable cylinder J mechanically connected therewith, and having aconducting ring 59 and an insulated portion 60. The cylinder I on shaft B is so constructed that the ring 57 is adjacent the centrifugal device G, while on axle A the cylinder J is so constructed that the insulated portion 60 is adjacent the centrifugal device H. Spaced along the cylinder I in such positions that when the shaft is at rest all of them engage the con ducting ring 57 are a plurality of brushes ,two slip rings are arm such at rest the brush on the extreme right engages the conducting ring 59 and the rest of the b ashes engage the insulated portion 60. A plurality of resistance units 9'? are connected in series, and each alternate junction of two such resistances is connected to a brush 95. The remaining junctions are each connected with a brush 96. It follows that the connections are such as to form conducting path which passes from the left hand brush 06 through a resistance 97, the left hand ish 95, a resistance 97, the brush 06 seconeL from the left, 97, the brush 95 second from the left, etc. The motor 52 which operates shatt B is provider with a circuit which includes a source of energy such as a direct current generator the motor and the conducting rings 57 and 59 on the tvo c linders and J which are always connected together by their associated brushes and one or more of the resistances 97. Thus when the axle [a and the shaft ii are rotating at corresponding speeds the two cylinders will be moved toward the left by the same amount, but if the speed of the shaft B exceeds the corresponding speed of axle A the cylinder 1 moves farther toward the left than cylinder J thus allowing more brushes 95 to rest on the insulated portion of that cylinder and hence cutti -g more resistance into the motor circuit with the result that the motor speed is reduced. If the shaft B tends to rotate at a lower speed than the corre sponding speed of axle A the cylinder 1 is moved farther to the right than cylinder J wi h the result that several resistances 97 are now connected in parallel between the and consequently the resistance in series with motor 52 is decreased which tends to increase the motors speed. Ehus the shaft B is caused to rotate at a speed corresponding to that of ale A. The induction motor R operated by shaft B is provided with speed responsive mechanism similar to that shown in Figs. 1 and 2.

Referring now to Fl t, a shaft B, which n'iay be placed in any convenient location, as the locomotive cab, is operated at a speed proportional to that of the axle A. Rigidity attar'hed to shatt B is a crown commutator P, that is, a commutator having two conducting segments 7 2 and 71 insulated fii in centrifugal devices G and H described hereinbetore. The centrifugal force exerted by the weights 53 tends to move an insulated dish 75, hearing a narrow conducting ring 76, toward the right as viewed in Fig. l. Three brushes 84, 85, and 86 are arranged to engage this disk in such a manner that when the speed 01 the train is bclow some low speed as live miles per hour, brushes 8 1- and S5 engage the ring 76, while at speeds above 5 miles per hour disk 7 5 is moved toward the right against the bias exerted by spring 94. until it engages a fixed stop 75, in which position brushes 85 and 8t; engage ring 7 6. The axle A is provided also '1th a crown con'imutator Q, having a l 81 which bears on segment 74, a brush 83 which bears on segment 73, and a brush which bears alternately on segment 74: gment- 73 as the commutator is roated. Three brushes 78, 79 and 80 engage commutator P on shaft B in such a man- P1 that brush S0 bears always on segment 2, brush ,8 bears always on segment 71, 1d brush 7?) bears on the central portion on'nnutator and so makes contact ely with segment 72 and segmente commutator is rotated.

In mu drives which source such as a generator 2-5, brush 85, ring 76, brush 74, wires 105 and 108, bru h S0 and segment 72 to brush 79;

or by segment 73, brush 83, wire 109, brush and segment 71 to brush 79; thence by wires i10 and 10-1, motor 52 and wires 111 rotate exactly in phase the generator 25 is constantly connected to the motor 52; it the commutators rotate exactly out of phase no current is supplied to motor 52; and when one commutator lags a little behind the other the motor is alternatel connected to and disconnected from the generator 25, the relative lengths of tin e of the two conditions depending on the difference in. phase between the two commutaeors. lit the train is proceeding at a speed above 5 miles per hour, and the amount of current supplied to the motor is greater than that necessary to operate the shaft B at a speed proportional to that of axle A, the motor will tend to increase is speed thus decreasing the amount of power supplied thereto and the result is that a point of balance will be reached where the power supplied to the motor is just sufficient to cause shaft B to rotate at a speed proportional to that of the axle A.

Mounted upon the shaft B is a member M comprising four conducting rings 64, 63, 62 and 61, which rings co-act respectively with four brushes 65, 66, 67 and 68. A centrifugal device L similar to that shown at K draws the member M towards the right as the speed of the shaft B increases. Below 5 miles per hour none of the brushes 65, 66. 67 or 68 make contact with their associated slip rings. At five miles per hour brush 68 engages ring 61, brush 67 engages ring 62, brush 66 engages ring 63, and brush 65 engages ring 64. As the speed of the train and consequently the speed of the shaft B increases, member M is moved to the right by centrifugal device L so that at speeds above miles per hour contact 6564 is open, at speeds above 35 miles per hour contact 6663 is also open, and at speeds above 65 miles per hour contact 6762 is also open. Contact 6861 is closed for all possible speeds above 5 miles per hour. All the rings 61, 62, 63 and 64 are connected together electrically by wire 114. A polarized relay N provided with a movable contact finger 69 is so controlled by traflic conditions in advance of the train that when conditions are safe the movable finger 69 is swung to the left closing contact 6971, when traflic conditions in advance require caution or medium speed the finger 69 is swung to the right closing contact 6970, and when traffic conditions in advance are dangerous requiring low speed the movable finger 69 assumes an intermediate position closing contact 69-113.

A valve 0 is provided in the train line brake pipe 2 similar to valves C, D and E shown in Fig. 1. lVhen this valve is open it allows the fluid under compression in pipe 2 to escape to the atmosphere which results in a brake application. The winding 9 of this valve serves, when energized, to retain valve 0 in its closed position. This winding is provided with a circuit which passes from the lower terminal of generator through wire 98, winding 9, wire 99, contact 6971 of relay N, wire 101; contact 6762 on member M, wire 114, contact 68 61, wire 100 and wire 112 back to the upper terminal of generator 25. This circuit is closed only when traffic conditions in advance are safe and the speed of the shaft B corresponds to a train speed between 5 and 65 miles per hour. Another circuit is provided for the winding 9 which passes from the lower terminal of generator 25 through wire 98, winding 9, wire 99, contact 69--7O of relay N, wire 102, contact 6663 on member M, wire 114, contact 6167, and wires 100 and 112 back to the upper terminal of generator 25. This circuit is closed only when traffic conditions in advance require caution and the speed of shaft B corresponds to train speeds between 5 and miles per hour. An other circuit is provided for winding 9 of valve 0 which circuit passes from the lower terminal of generator 25 through wire 98, winding 9, wire 99, contact 69-113 of relay N, contact -64 on member M, wire 114, contact 61 68, and wires 100 and 112 back to the lower terminal of generator 25. This circuit is closed only when traflic conditions in advance of the train are dangerous and the speed of the shaft B corresponds to train speeds above 5 and below 15 miles per hour.

It is clear from the foregoing that if the shaft B were allowed to stop when the train stops, the supply of energy to valve winding 9 would be discontinued and that the brakes on the train would accordingly be applied, so that in the absence of any auxiliary means the train would be unable to start. But at speeds below 5 miles per hour the centrifugal device K allows spring 94 to move ring 7 6 to the left, thus disconnecting the crown commutators P and Q, from the motor circuit and connecting the motor 52 directly to generator 25 through resistance 77. The value of resistor 77 is such that motor 52 then drives the shaft B at a speed just high enough to cause the contacts on member M to close, that is, at a speed corresponding to a train speed of 5 miles per hour.

If, for any reason, the generator 25 should fail, the train would be protected, for the shaft B would stop, opening the contacts on member M and applying the brakes.

With the apparatus shown in Fig. 4, the train may proceed without incurring an automatic brake application at any speed be-- low 65 miles per hour when trafiic conditions in advance are safe, any speed below 35 miles per hour when traffic conditions in advance require caution, and any'speed' under 15 miles per hour when traflic conditions in advance are dangerous.

If desired, the auxiliary shaft B may be driven by a combination of the apparatus shown in Figs. 3 and 4. Thus in Fig. 5, the shaft B is provided with the centrifugal device G and the contact cylinder 1 shown in Fig. 3, and the crown commutator P shown in Fig. 4. This shaft is caused to rotate by means of a direct current motor 52 supplied with current by a generator 25. The axle A is provided with the crown commutator Q, the centrifugal device K and the rings 75 and 7 6 operated thereby as shown in Fig. 4, and in addition is provided with a centrifugal device H and a contact cylinder J such as shown in Fig. 3. The shaft B also operates the induction motor speed responsive device X shown in detail in Fig. 2, which in turn operates any suitable automatic governing apparatus such for example as that shown in Fig. 1. 1n 5 the motor 52 is provided with a circuit wnich passes from the left hand terminal of ge erator 25 through wire 111, winding of motor 52, wire 10 1, brush 7 9; thence by segment 72, brush 80, wire 108, brush 81, segment 7 1 to brush 82; or by segment 71, brush 78, wire 1 09, brush 83 and segment 3 to brush 82, thence through wiro 107, brush 86, ring '56, brush 116, wires 106 and 115, contact segment 59 of cylinder J, brush 96, one or more of the resistances 9?, brush 95, segment 5'? of cylinder 1 and wire 11'? baclr to the right hand terminal of generator 25. In this case the apparatus functions exactly like that shown in a and hereinbefore described. The conact brushes 95 and 96 are so disposed and the resistances 97 are so proportioned that the motor 52 tend to operate the shaft B at a speed slightly greater than a speed proportional to that of the axle A. Approximately true proportional speed is then obtained by the crown commutators 1 and Q. As shown in the drawing, the axle A and the shaft B are rotating at proportional speeds. 1f the speed of the axle A increases, the cylinder J is moved toward the left thus decreasing the resistance from segment 59 to segment 5'? and thus increasing the speed of the motor 52 and hence of the shaft B. If this increase in the speed of the shaft is too great, the phase displacement of the two crown commutators P and Q; causes a reduction in the power supplied to the motor and thus reduces its speed to the proper value. V7 hen the speed of axle A is below 5 miles per hour, contact 8"-76116 is open, and the circuit for motor 52 is then from generator 25 through 117, 57, 95, 9'7, 96, 59, wires 115 and 106, resistance 77, motor 52 and wire 111 to generator 25. lifiotor 52 is then supplied with enough current to keep it rotating at the necessary low speed to pre vent a brake application.

In Fig. 6 the cylinder 1 is provided .vith two conducting surfaces 117 and 119 and two insulating surfaces 118 and 120 alternately disposed. This cylinder 1 is con trolled by means of centrifugal device U in such a manner that as the speed of the shaft B increases the cylinder l is moved toward the left. The car or train axle A is provided with a cylinder J having two insulating surfaces 121 and 12-1 and a conducting surface 122 interposed thereb-etween. Spaced along the cylinder 1 and so arranged as to engage surface 11? when shaft B is at rest are a plurality of brushes 95. A similar series of brushes 96 are arranged along the cylinder J in such manner that when axle A is at rest the right hand brush entherewith.

gages surface 122 and the remaining brushes engage surface 121. Each brush 95 is connected to the corresponding brush 96 of the opposite series by means of a resistance 97 A similar series of brushes 153 normally engage the cylinder P so that all except the one on the extreme right make contact with surface 118 and the remaining brush 153 is in contact with surface 119. A corresponding series of similar brushes 15 1 engage surface 122 on cylinder-J The brush 153 to the extreme left of the series is connected to the right hand brush 96 by means of wire 200 whereas each of the remaining brushes 153 is connected to the corresponding brush of the opposite series 15 1. Between a number of these pairs of brushes so connected is interposed a contact on cylinder WV operated by centrifugal device V. This Contact assumes the form of two brushes, as 138 and 139, which bear on an insulating ring 13 1 or a conducting ring 135 of cylinder W de pending on whether the speed of the shaft A is comparatively high or low. The purpose of these cylinders 1 will explain hereins after. Two crown commutators P and Q are operated by the shaft B and the axle A respectively and are connected together as described in connection with Fig. 4. A re sistance 123 is connected between brushes 79 and 82 to reduce sparking as the brushes pass from one segment of the associated commutator to the other. When the axle A is stationary the motor 52 is provided with a circuit which passes from a source of energy as generator 25, through wire 129, brush 126, surface 122, right hand brush 96, right hand resistance 97, right hand brush 95, surface 117, brush 12?, wire 130, motor 52, and wires 131 and 132 back to generator 25. This circuit is closed only when the speed of the shaft B is less than that at which centrifugal device U will move surface 117 on cylinder far enough to the left to dis engage brush 127. The circuit just traced is provided with a branch which passes from surface 117, through left hand brush 95, wires 155 and 154, crown commutators P Q; and wire 156, back to motor 52. The circuit is closed through this branch all times but the crown commutators are shunted out by wire 130 when the speed of shaft B is very low. As the speed of axle A is in creased, cylinder J moves toward the left thus successively moving surface 122 into contact with brushes toward the left and consequently increasing the speed of motor 52 by decreasing the resistance in series The brushes 95 and 96 are so disposed with respect to their associated contact cylinders and the resis ances 97 are so proportioned that without the crown commutators motor 52 will tend to rotate a little faster than the speed proportional to that of axle A. The crown commutators operate as in Figs. 4 and 5 to cause the shaft B to rotate at a speed substantially proportional to that of axle A.

The brake valve 0 is controlled as in the previous drawings by means of a polarized relay N. The contacts 113, 70 and 71 are connected to three brushes 152, 151 and. 150 respectively which are spaced from right to left along the surface 119. The magnet winding 9 of valve O is provided with a circuit which passes from generator 25, through wire 129, brush 126, cylinder 122, one or more of the brushes 154 and the associated brush 153, contact surface 119, brush 150, contact 7169 of relay N, winding 9 of valve O, and wires 132 and 133 back to generator 25. This circuit is provided with two branches, one of which passes from surface 119, through brush 152, contact 11369 of relay N to winding 9 and the other of which passes from surface 119, through brush 151, contact 7069 of relay N, and back to winding 9. I will assume that relay N, controlled by traffic conditions, in advance, is de-energized, thus closing back contact 69113. Now if the speed of the shaft B, which is the same as that of axle A, increases, cylinder I will be moved longitudinally toward the left. hen the speed of the train exceeds 15 miles per hour contact 152-119 will be opened and the brakes applied. In a similar fashion, if contact 6970 of relay N is closed, indicating caution, and the speed of the train exceeds 35 miles per hour, contact 151119 will open and apply the brakes. If contact 69' 1 of relay N is closed, the brakes will be applied when the train speeds exceed miles per hour by the opening of contact 150-119.

If the speed of motor tends to increase beyond the speed proportional to that of axle A, the supply of power is interrupted immediately by the. movement of cylinder I toward the left and the consequent open ing of the cont ct with the brush 95 then operative.

If the speed of motor 52 tends to decrease below the speed proportional to that of axle A, the brakes are applied by the movement of cylinder I toward the right and the consequent disengagement of surface 119 with the then operative brush 153.

The apparatus is protected against failure of centrifuge device S by means of the contacts operated by means of centrifugal device V. The brushes 138 and 139 bearing on the conducting ring 135 are interposed between a brush 154 and the associated brush 153. As the speed of axle A increases above the speed at which these brushes are operative, contact 139135138 is opened by movement of cylinder 1V toward the right. As shown in the drawing two such contacts are provided to protect against operation of valve 0 should the centrifuge S stick in the no-speed position.

In Fig. 7, I show a modified means for controlling the valve mechanism shown in Fig. 1. In this modification, I employ an alternating current generator 142 which is driven by an axle of the locomotive to supply energy to the magnet windings 9 of valves C, D and E. The alternator 142 may be of the usual and ordinary form, or may be of the earth induction type, that is, a generator which comprises a coil of wire rotating in the earths magnetic field. The windings 9 of valves C, D and E are connected in parallel with the generator 142, by means which will be described hereinafter. Since the frequency of the alternating current produced by generator 142 is proportional to the speed of the generator, and the speed of the generator is proportional to the speed of the train, it follows that the frequency of the alternating current supplied by the generator 142 is directly proportional to the speed of the train. Interposed between winding 9 of valve E and the generator leads 143 is a frequency filter T constructed as follows: In series with winding 9 of valve E, I connect a reactance 144 which may be in several units as shown in the drawing. In parallel with the winding 9, I connect several condensers 145 as shown. The physical constants of these reaetances and condensers are such that the combination offers considerably higher impedance to alternating current of the frequencies of and above these corresponding to 65 miles per hour of the train than to those below. Therefore this combination acts as a frequency filter which allows current to pass at all frequencies under that corresponding to 65 miles per hour train speed. When the speed of the train exceeds this amount the valve E is opened. In a similar fashion other reactances and condensers are combined to make a frequency filter T which is interposed between winding 9 of valve C and the generator leads 143. This filter will allow valve C to open at train speeds in excess of 35 miles per hour. Interposed in a similar fashion between winding 9 of valve D and the generator leads 143 is a frequency filter T which allows valve D to open when the speed of the train exceeds 15 miles per hour. The operation of valve I is exactly as explained for the apparatus shown in Fig. 1. Any other suitable form of frequency filter may be substituted for the condensers and reactances herein illustrated and described without affecting the operation of the apparatus.

Altl'lough I have herein shown and described only a few forms of railway trafiic controlling apparatus embodying my invention, it is understood that various changes and modifications may be mace therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination on a railway veh1cle, a brake controlling pipe containing a fluid under pressure, means controlled tra'tlic conditions in advance for connecting said pipe with any one oi a plurality of valves, and means controlled by the speed or said vehicle for operating said valves.

2. In combination on a railway vehicle, a pipe containing a fluid under pressure, means controlled by traffic conditions in advance for connecting said pipe with a first valve, a second valve or a third valve, a speed responsive device on said vehicle, and electrical contact mechanismcontrolled by said device for operating said valves.

In combination on a railway vehicle, a pipe containing a fiuid under pressure, means controlled by traliic conditions in advance for connecting said pipe with a firstvalve, a second valve or a third valve; a speed responsive device on said vehicle, and electrical contact mechanism controlled by said device for operating said valves and for indicating the speed of said vehicle.

4. In combination on a railway vehicle, a pipe containing a fluid under pressure, means controlled by tralfic conditions in advance for connecting said pipe with a first valve, a second valve or a third valve; and device responsive to the speed of said vehicle for opening all three of said valves when the speed of the vehicle is below a low speed, for closing all three said valves when the speed of the vehicle exceeds such low speed and for opening said first valves again when the speed of the vehicle exceeds a dih erent low speed, for opening aid second valve again when the speed of the vehicle exceeds an intermediate speed, and tor opening said third valve when the speed of the vehicle exceeds a high speed.

5. In combination on a railway vehicle, a pipe containing a fluid under pressure, means controlled by tratlic conditions in advance for connecting said pipe with a first valve, a second valve or a third valve, which valves are normally biased in such position as to be open to the atmosphere, a magnet winding for each said valve for closing such valve when said winding is energized, a speed responsive device said vehicle, contact on said device which opens at a low speed, a second contact on said device which opens at an intermediate speed, a third con tact on said device which opens at a high speed, a circuit for the winding of said first valve including a source of energy and said first contact, a circuit for the winding of said second valve including a source of energy and said second contact, and a circuit for the winding of said third valve including a source of energy and said third contact.

6. In combination on a railway vehicle, a pipe containing a fluid under pressure, means controlled by traffic conditions in advance for connecting said pipe with a first valve, a second valve or a third valve, which valves are normally biased in such a position as to be open to the atmosphere, a magnet winding for each said valve for closing such valve when said winding is energized, a speed responsive device on said vehicle, a contact on said device which opens at a low speed, a second contact on said device which opens at an intermediate speed, a third contact on said device which opens at a high speed, a circuit for the winding of said first valve including a source of energy and said first contact, a circuit for the winding of said second valve including a source of energy and said second contact, and a circuit for the winding o1 said third valve including a source of energy and said third con tact, and means for manually energizing said valves independent of said contacts.

i'. in combination on a railway vehicle, a

containin a fluid under pressure,

controlled by tra'llic conditions in adlcr connecting said pipe with a first second valve or third valve,which are normally biased in such a position ie open to the atmosphere, a magnet g for each said valve for closing such valve when said winding is energized, a speed responsive device on said vehicle, a contact on said device which opens at a low speed, a second contact on said device which in ntermediate speed, a third contact on said device which opens at ahigh speed, circuit for the winding of said first valve including a source of nergy and said first contact, a circuit for the winding of said second valve including a source of energy and said second contact, and a circuit for the in k 01 said third valve includa y .ice energy and said third conl an auxiliary circuit for the wind each said valve including the said soiirce of ene gy but not the said contacts. mation on a railway vehicle, a pipe cont; ing a fluid under pressure, means co; oiled by ac conditions in advance for connecting said pipe with a first valve, a second valve or a third valve, which -e normally biased in such a posil to the atmosphere, a

r each said valve for closien said winding is ener- A cu respon 've device on said vecontact on said device which opens iced, second contact on said de- 0 ens vice hicn at an intermediate speed, tl rd contact on said device which opens at a high speed, a circuit for the winding of said first valve including a source of energy and said first contact, a circuit for the winding of said second valve including a source of energy and said second contact, and a circuit for the winding of said third valve including a source of energy and said third contact, a manually operable key biased to one position and capable of assun'iing a second position, three contacts so disposed as to be closed when said hey is in said second position, three circuits for said last three contacts for energizing said three valves respectively.

9. In combination on a railway vehicle, a pipe containin a fluid under pressure, means controlled by traffic conditions in advance for connecting said pipe with a first valve, a second valve or a third valve, which valves are normally biased in such positions as to be open to the atmosphere, a magnet winding for each said valve for closing such valve when said winding is energized, a speed responsive device on said vehicle, a contact on said device which opens at a low speed, a second contact on said device which opens at an intermediate speed, a third contact on said device which opens at a high speed, a circuit for the winding of said first valve including a source of energy and said first contact, a circuit for the winding of said second valve including a source of energy and said second contact, and a circuit for the winding of said third valve including a source of energy and said third contact, a manually operable key biased to one position and capable of assuming a second position, three contacts so disposed as to be closed when said hey is in said second position, three circuits for said last three contacts for energizing said valves, and means for indicating the speed of the vehicle.

10. In combination on a railway vehicle, a pipe containing a fluid under pressure, means controlled by traffic conditions in advance for connecting said pipe with a first valve, a second valve or a third valve, which valves are normally biased in such a' position. as to be open to the atmosphere, a magnet winding for each said valve for closing such valve when said winding is energized, a speed responsive device on said vehicle, a contact on said device which opens at a low speed, a second contact on said device which opens at an intermediate speed, a third contact on said device which opens at a high speed, a circuit for the winding of said first valve including a source of energy and said first contact, a circuit for the Winding of said second valve including a source of energy and said second contact, and a circuit for the winding of said third valve including a source of energy and said third contact, a manually operable key biased to one position and capable of assuming a second position, three contacts so disposed as to be closed when said key is in said second position, three circuits for said last three contacts for energizing said valves, and a latch for restraining said key in its said second position.

11. in combination on a railway vehicle, a pipe containing a fluid under pressure, means controlled by trafiic conditions in advance for connecting said pipe with. a first valve, a second valve or a third valve, which valves are normally biased in such a position as to be open to the atmosphere, a magnet winding for each said valve for closing such valve when said winding is energized, a speed responsive device on said vehicle, a contact on said device which opens at a low speed, a second contact on said device which opens at an intermediate speed, a third contact on said device which opens at a high speed, a circuit for the winding of said first valve including! a source of energy and said first contact,

a circuit for the winding of said second valve including a source of energy and said second contact, and a circuit for the winding of said third valve including a source of energy and said third contact, a manually operable hey biased to one position and capable of assuming a second position, three contacts so disposed to be closed when said hey is in said second position, three circuits tor said last three contacts for energizing said valves, a latch for restraining said key in its said second position, and means for rendering said latch inoperative.

12. in combination on a railway vehicle, a pipe containing a fluid under pressure, means controlled by traflic conditions in advance for connecting said pipe with a first valve, a second valve or a third valve, which valves are normally biased in such a position as to be open to the atmosphere, a magnet winding for each said valve for closing such valve when said winding energized, a speed responsive device on said vehicle, a contact on said device which opens at a low speed, a second contact on said device which opens at an intermediate speed, a third contact on said device which opens at a high speed, circuit for the winding of said i ve including asource of energy and said n'st contact, a circuit for the winding of said second valve including a source of energy and said second contact, and a circuit for the winding of said third valve including a source of energy and said third contact, a manually operable key biased to one position and capable of assuming a second position, three contacts so disposed as to be closed when said hey is in said second position, three circuits for said last three contacts i'or energizing said valves, a latch of paramagnetic material for restraining said key in its said second position, a magnet winding for moving said latch an inoperative position.

13. In combination on a. railway vehicle, a pipe containing a fluid under pressure, means controlled by traffic conditions in advance for connecting said pipe with a first valve, a second valve or a third valve, which valves are normally biased in such a position as to be open to the atmosphere, a magnet winding for each said valve for closing such valve when said winding is energized, a speed responsive device on said vehicle, a contact on said device w iich opens at a low speed, a second contact on said de vice which opens at an intermediate speed, a third. contact on said device which opens at a high speed, a circuit for the winding of said first valve including a source of energy and said first contact, a circuit for the winding of said second valveincluding a source of energy and said second contact, and a circuit for the winding of said third valve including a source of energy and said third contact, a manually operable key biased to one position and capable of assuming a second position, three contacts so disposed as to be closed when said hey is in said second position, three circuits for said last three contacts for energizing said valves, a latch of paramagnetic material for restraining said key in its said second position, a magnetic winding for moving said latch to an inoperative position, a fourth contact on said speed responsive device which closes at a very low speed of the vehicle, a circuit for said latch magnet winding including a source of energy and said fourth contact.

14. In combination, an axle on a vehicle, a centrifugal device thereon, a cylinder operated by said device and provided with a broad conducting slip ring and an insulating slip ring of substantially the same width, a shaft, a second centrifugal device on said shaft, a cylinder on said shaft similar to the cylinder of said axle and operated by said second centrifugal device, means controlled by said two cylinders for driving said shaft at a speed corresponding to that of said axle, and governing means for said vehicle responsive to the speed of said shaft.

15. In combination, an axle on a vehicle, a first centrifugal device thereon, a shaft, a second centrifugal device on said shaft, means controlled by said first and second centrifugal devices for driving said shaft at a speed corresponding to that of said axle anu governing means for said vehicle responsive to the speed of said shaft.

16. In combination, an axle on a vehicle, a eentrif gal device theron, a cylinder operated by said device and provided with a broad conducting slip ring and an insulating slip ring of substantially the same width, a shaft, governing means on the vehicle responsive to the speed of said shaft, a second centrifugal device on said shaft, a cylinder on said shaft similar to the cylinder of said axle and operated by said second centrifugal device, but oppositely disposed with respect to said first cylinder, a series of brushes engaging said first cylinder in such a manner that an increasing number engage said conducting slip ring as the speed of said axle in creases, a second series of brushes engaging said second cylinder in such a manner that a decreasing number make contact therewith as the speed of the said shaft increases, a plurality of resistance units connecting alternate brushes of the two series in such a manner that when the speed of said shaft exceeds the speed corresponding to that of said axle the two said conducting slip rings are connected by several resistances in series and when the speed of the said shaft is less than the corresponding speed of said shaft the two said conducting slip rings are connected by several resistances in parallel, av motor for driving said shaft, a circuit for said motor including asource of energy and said two conducting slip rings, and speed governing apparatus controlled by said shaft.

17. In combination, an axle on a vehicle, a shaft, a direct current motor for driving said shaft, means controlled by said shaft and said axle for operating said shaft at a speed corresponding to that of said axle, and governing means on the vehicle responsive to the speed of said shaft.

18. In combination, an axis 011 a vehicle, a shaft, a motor for driving said shaft, a crown commutator on said axle and rotating therewith, a crown commutator on said shaft and rotating therewith, a circuit for said motor controlled by said two crown commutators, and governing means on the vehicle responsive to the speed of said shaft.

19. In combination, anaxle on a vehicle, a shaft, a motor for driving said shaft, a crown commutator on said axle and rotating therewith, a similar commutator on said axle and rotating therewith, means controlled by the two said crown commutators for supplying the said motor with the proper amount of power to drive the said shaft at a speed corresponding to that of said axle, and governing means on the vehicle responsive to the speed of said shaft.

20. In combination, an axle on a vehicle, a shaft, a motor for driving said shaft, a crown commutator on said axle and rotating therewith, a similar connnutator on said axle and rotating therewith, means controlled by the two said crown comnmtators for periodically supplying the said motor with the proper amount of power to drive the said shaft at a speed corresponding to that of said axle, and governing means on the vehicle responsive to the speed of said shaft.

21. In combination, a vehicle comprising an axle, a crown commutator driven by a shaft, a second crown commutator driven by said axle, means for constantly connecting one segment of the said first commutator with one of the said second commutator, means for constantly connecting the remaining segment of the said first commutator with the remaining segment of the said second commutator, a motor for driving said shaft, a source of energy having one terminal connected to one terminal of said motor and the other terminal alternate- 1y connected to one or the other of the segments on said first or said second commutator, means on the remaining commutator for alternately connecting the one or the other of its segments to the remaining terminal of the said motor, and governing means on the vehicle responsive tothe speed of said shaft.

22. In combination, a railway vehicle, a shaft operated at speeds corresponding to those of an axle of said vehicle, a valve, and means controlled by the speed of said shaft for operating said valve.

o3. In combination, a railway vehicle, a shaft operated at speeds corresponding to those of an axle on said vehicle, a valve, a relay controlled by traffic conditions in advance, and means controlled by said relay and the speed of said shaft for operating said valve.

24-.- In combination, a railway vehicle, a shaft operated at speeds corresponding to those of an axle on said vehicle, a valve, a relay controlled by traffic conditions in advance, a centrifugal device on said shaft, a plurality of contacts controlled by said centrifuge device, and means, controlled by said contacts and said relay for operating said valve.

25. In combination, a shaft, an axle on a vehicle, means for driving said shaft at speeds corresponding to those of said axle, means for operating said shaft when said axle is at rest, and governing means on the vehicle responsive to the speed of said shaft.

26. In combination, a shaft, an axle on a vehicle, means for driving said shaft at speeds corresponding to those of said axle, means responsive to the speed of said axle for driving said shaft at a low rate of speed when said axle is at rest, and governing means on the vehicle responsive to the speed of said shaft.

27. In combination, an axle on a vehicle, a shaft, an electric motor for driving said shaft at speeds corresponding to those of said axle, a centrifuge device operated by said axle and means controlled by said centrifugal device for operating said shaft when said axle is at rest or rotating at very low speeds, and governing means on the vehicle controlled by said shaft.

In testimony whereof I affix my signature.

LABS O. GRONDAI-IL. 

